Used car review: Mazda RX-8 2003-10

What to look out for if investing in Mazda's rotary-powered sports car.

November 5 2011

David Morley

Mazda's rotary-powered RX-8 sports car.

With the recent news that Mazda would kill off the ageing RX-8 sports car, enthusiasts of both the model itself and Mazda's Wankel rotary engine were horrified.

Rumours persist that the rotary engine still has life left in it, though, albeit only with the help of efficiency improvements from Mazda's new engine program, dubbed SkyActiv.

All its life, the rotary engine has been plagued by poor fuel economy and high emissions, not to mention the reliability and durability problems it exhibited back in the 1960s and '70s that were almost enough to drive Mazda to the wall.

If you have ever wondered how Ford came to have a financial stake in Mazda, the crushing costs of the rotary experiment meant Mazda needed a cash bail-out. Ford was that white knight.

Even though Mazda had been tweaking the rotary concept since those dark days in the '60s, by the time the RX-8 was ready to be launched in 2003, emissions laws more or less spelt the end of the turbocharged version of the rotary.

Quite simply, getting the rotary engine to produce the fuel efficiency expected by consumers and the emissions levels demanded by government was too difficult.

It explains why the RX-8 became the grand tourer it was, rather than the out-and-out sports car the preceding RX-7 had been — especially the last version, which was so powerful it was almost scary.

Other elements also spoke of a watering-down process; the rear-hinged half-doors at the rear and the automatic version that was nobbled to just 141 kilowatts, when the manual version had 177.

The RX-8 clearly wasn't perfect but it did have its fans, mainly because of that rotary powerplant.

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Smooth and tuneful, the rotary needs to be revved hard but loves you for doing it. The 9000rpm redline was a reality and the engine seemed to get smoother the harder you worked it.

What it didn't become, though, was more rampant as revs built.

In fact, it could almost feel a little flat, with no appreciable sweet spot or any point in the rev-range where it suddenly hit its straps. To counter that, you simply revved it silly, plucked another gear and started all over again.

Hit the redline in every gear and the RX-8 could be brisk but never what you would actually call fast.

And once you started flogging it, it began to drink fuel at the rate of a decent-sized V6 undergoing the same sort of treatment.

Really use the performance and you can be looking at 15 litres per 100 kilometres around the suburbs.

The slick manual gearbox was a delight but a hefty kerb weight, combined with the lack of a turbocharger, conspired to dull the experience.

As such, the RX-8 could be a chore in the suburbs and less fleet than it should have been everywhere else.

But, again, if you wanted the rotary experience, it was the only game in town.

If you're keen to play, you either need to find a dealer with stocks of the RX-8 or search for a good second-hand example.

Inside, the RX-8 was put together very nicely and offered a driving position that placed the driver in full control of what was going on.

The RX-8 was also remarkable for having a digital speedometer that worked. That's not such a rarity these days but back when the RX-8 arrived, it was a real eye-opener.

The extra metal required to make the suicide rear doors a reality tended to impede rear vision. At least you were unlikely to be looking over the heads of rear-seat passengers, because there really wasn't room for any.

Soft luggage will be more comfortable on the back seat of an RX-8 than humans.

Buying an RX-8 now is a case of making sure you get the right one. The rotary engine is reliable but since it will have been revved hard by the previous owner (count on it), you need to make sure it's still in fine fettle.

Some mechanics reckon a specific oil suits the rotary best, so a detailed service record is what you need to find and study.

The rotary tends to use a bit of oil between services, too, so you will need to keep an eye on the dipstick in the normal course of things.

Be wary of an engine that blows smoke on start-up or when revved hard and make sure there are no unusual noises. A rotary should operate quietly if all is well.

Make sure the gearbox is happy to shift from first to second when cold without baulking or crunching. A clutch that shudders on take-up is also a sign of a hard life and impending repair bills.

Be wary of a car that has had cheaper replacement tyres fitted and a check for crash damage is an obvious consideration.

In the end, the RX-8 was simply a car that needed to be thrashed along to feel like it was delivering much at all. Yet it was targeted at people who didn't necessarily want such a head-banging device.

Ultimately, the two worlds never really collided.

What to pay

Model

Year

New

Now

RX-8

2003

$56,170

$15,500

RX-8

2004

$56,670

$17,500

RX-8

2005

$55,265

$20,600

RX-8

2006

$54,565

$23,000

RX-8

2007

$48,990

$26,100

RX-8

2008

$48,990

$28,200

RX-8

2009

$49,940

$35,000

RX-8

2010

$49,940

$38,200

Source: Glass's Guide

Need to know

Rotary engines have never been as reliable as they are in the RX-8. They still suffer if driven too hard.

These engines also use a little oil between services. Keep a close eye on the dipstick.

Watch out for crunching gear changes and shuddering on take-off. Both are signs of a worn driveline. Has it been crashed? Plenty have.

The competitors

Nissan 350Z

Raw, rorty coupe that feels old-school but is all the better for that. V6 engine is not the smoothest but it delivers. 3/5

Alfa Romeo GTV

Fantastic V6 engine with six-speed manual transmission is the highlight. Front-wheel-drive tests the limits a little but still good fun. 3/5

Audi TT

The V6 version is sweet and smooth but the turbocharged four-cylinder is arguably more entertaining. Style is everything. 3/5